Electric block-signaling system.



` y WEF. MESCHENMOSER da C. H. KINSMAN.

ELECTRIC BLOCK SI'GNALING SYSTEM.

A APPLICATION FILED JULY 24. 1908. A 935,768. Patented 001;.5, 1909.

l A u, .llanura/1:5

M @Mya-m UNITED sraajns PATENT ernten.

W-.I-ILIAM r. MESCHENMOSER, E HQBOKEN, Ami cYRUs H. KINSMAN, .or PLAINFIELD,. NBWI'EBSEX, ASSIGNORS T0 ,THE KINSMAN BLOCK SYSTEM COMJ-ANY, A CORPOR- .TION .0F NEW YORK.

ELESTRTC `BLOCK-SIG'NG SYSTEM.

Specification o! Letters Patent.

atented :0c/t. 5, 1909.

Application-filed July .24, 120,8. Serial N0. MARS.

.ventcd certain new andv useful Improve-` fof which the following is a specification.

ments in Electric Block-Signaling Systems,

This inventionrelates to electric block signaling systems for railways. The complete 'organization of its combined features is more particularly applicable to a block system for single traekelectric-roads. The various features and circuits included in 'the 4invention are, however, adapted f or. use in various relations and are -not restricted in their` application to the particular organization shown in the drawlngs nor to the specific use thereof..

'In the accompanying drawings forming part of this specification, and illustrating the preferred arrangement of the invention, Figure 1 is a diagraimnatic view of a complete block system for single track electric roads. -F ig. 2 is a diagrammatic View of part of the car stopping circuit employed ini the system. l

ln the system shown in the drawings, the block comprises a-portion of theI track between the two turn-outs. Signaling means are located at each end of the block which normally show safety indication in the Aprefcrred arrangement, as shown in the drawings. W hen a car enters a block, it sets the signaling means at the opposite end of the Vblock to danger and sets the signaling meansi at the entering end of the block to caution.

"hcn a car passes out of the block, it re-` stores the signals to normal safety indication. If, however, one or more cars follow the first car into the block so that all occupy it simultaneously, only the first car` in will set the signals and only the last ont will re-l store them to normal.

An arrangt-.nwnl is also provided for stopping a cnr when it enters a block against the langt-l' .signal or. in other words, if a car running in the opposite directionhas previously enten-d thc block at the opposite end.

Again, ilf a car enters a block and then :backs .ont, Zit restores the signals `to normal safety indication. A peculiar arrangement .lof-the track .magnets iS-employed for initiating the signal setting and restoring op- `@rations and -these magnets are operated by' lthe car wheels passing over insulated track sections. This arrangement lavoids the dit# tcnlties that have heretofore been encountered whereit hasbeen :rt-tempie@ to control the signal operations -from the' supply con ductor and its 'traveling Contact.

i The invention will best be understood by a detailed description of the various circuits andtheir operation as shown in the 'drawmors.

tion IB. I

return rail is through one or both of the track -rails. '@ne'of the track rails at each endof the block is divided into short insnlatedsections 2, 3, 4 and 5.

tDlhe `block ext-ends from station A to sta- 'i -6 and '7 are two controllers in the form of step-bystep mechanisms, one for each end of the block, and-each preferably located at one end -of the block. The signals are arranged to indicate safety, caution. and danger. l

YV, "G and R indicate electric lamps at one Aend of the block giving respectively white, -grcen and -red light when energized and together constituting signaling means at:

thatend ofthe block. YY1, G and Rl are, similar signal lamps atthe opposite end of' the ibloek.

8 and 9 are respectively track restoring and track sett-ing magnets at one end 'ofthe llcck and l0 and 11 are similar magnets at the opposite end ofthe block. These track magnets are loperable hy passing c ars to produce Ithe signal indications. p

12 and. 13 vare line circuit magnets one for each end of the block and cach operable from the opposite end of the block to control certain signal indications. 14 and 15 are respectively setting and re storing magnets for the step-by-ste mechanism (l, magi-ict 14 being-operable igrom' its end of the block and magnet 1.5 living opvrable from the 'opposite end ofthe block. 1G

and 17 are sinnlnr setting'and restoring magnets for the stcp-by-step mechanism 7. T hose mechanisms operate to make and break certain of the circuits.

In the normal condition of the system, the. following circuits are closed;-

(/'z'rcuil Iz`rcut forrscz'tz'ug track may uct 8.-From feed wire 1, wire 18, throueh resistance 19, wire 20, armature 21 to wire 22, also through wire 23., armature Stato wire 22, magnet S to common return wire 25 connected with a rail of the block. This circuit energizes setting magnet 8 and holds up its several armatures.

Circuit .Q -Circuit for 'restoring tra/:k mag/ict 9.-F1om feed wire 1, through wire 18, resistance 26, wire 27, magnet 9 to common return wire 2". This energizves magnet 9 and holds up its several armatures.

(/z'rc'uz't S-Lz'nc circuit-From feed wire 1, through wire 18, Wire 29, armatures' 30,`

31, wire 32, magnet 12 to wire 33, also from wire 29, through multiplebranch wire 34. armature 35, and through magnet 12 t-o wire 33 to contact finger 36, contact 37, wire 38, contact. 39, contact .finger 40, wire 41, magnet 13, wire 42, armatures 43 and 44, rcsistance 45 to common return wire 46 which is-connected with a rail of the block, also from magnet 13 through multiple branch including armature 47, wire 48, resistance 45. to wire 46. This circuit normally energizes line circuit magnets 12 and 18 so thatl they hold up their several armatures.

Circuit .ft-Circuit for setti/ny track magnet 10.-F rom feed wire 1, through wire 49, resistance 50, wire 51, armature 52, wire 53, aiso from multiple branch 54 and armature 55 to Wire 53, thence through magnet 10 to common return wire 46. This energizes track magnet 10 and holds up its Several armatures.

0in. uit -Uz'rmlit for setting track magnet.I].-From feed wire 1, through wire 49, resistance 56, Wire 57, magnet 11 to common return wire 46. This energizes magnet 11 and holds up its several armatures.

vCz'rcuit 6Safety signal circuit at .smtz'on 1 -From feed wire 1, through wire 18, resistance 58, wire 59, wire 60, finger 6l, contact- 62, wire 63, armature 64, wire 65, White lamp lV to common return wire 25. This normally energizes white lalnp lV to give a normal safety indication at station A.

Cz'rm/.z't 7--iS'afcfy signal circuit at station B From feed wire 1,through wire 49,

.resistance 66, wire 67, wire 68, inger 69, contact 70, wire 71, armature 72, wire 73, white lamp YV* to eonnnon ret-urn wire 46. This energizes white lamp lV to give a normal safety indication at station B.

Each of the track magnets is provided 'with a shunt circuit. which is opcn at an insulatt-d track section, such as 2, whereby when a car reaches such insulated track sec-` tioz., it closes the shunt around the track mafuet and thereby denergizes it so that it drops ils several armatures. The shunt circuit of each setting and restoring magnet is controlled, however, by the. other magnet of the pair. The shunt circuit for setting track magnet Sextends from wire 22 throueh wire. 74. contact 75, armature 76, and wire a7 to insulated track sect ion 2. This` shunt circuit is controlled by restoring track magnet 9 at. armature 76. The shunt circuit for restoring track magnet 9 extends from wire 27 through wire 78, contact 79, armature Si), wire 81, to insulated track section 3. This circuit is controlled by magnet 8 at armature 80. Front contact v79 of armature SO is connected with back contact- 82 of armature 76 and front contact 75`ot` armature 76 is connected with back contact 83 of armature 80. 1n the operation of these track magnets 8 and 9, when a car enters the. block at A, it tirst passes on to track section 2 and thereby closes through its wheels and axles the break in the shunt circuit of magnetv This dciinergizes magnet. 8 which thereby drops all its armatures and armature 80 makes connection with contact 83. Armature 80 thus breaks the shunt circuit of magnet 9, heretofore traced, so that when the car wheels reach insulated section 3, magnet 9- will not be dencrgized. When armature 8() makes connection with contact 83, it also switches in a new shunt circuit around magnet 8, this circuit being from wire 74, through contact 75, contact 83, armature S0, wire S1 to insulated track sect-ion '3. Hence, when the car reaches track section 3, it closes this latter shunt through its wlieels and axles so as to continue to shunt magnet 8 and keep denerg'izcd until the last wheels have passed olf of section 3. If the car were ruiming in the opposite direction, Viz.,-out of the block at station A, it would first enter on track section 3 and close the shunt circuit of magnet 9 through wire 78, armature 8() and wire 81. This would denergize magnet 9 and canse itto drop its several armatures so that armature 7 6 would make counection with contact 82 thereby breaking the shunt of magnet 8 and making a. new shunt around magnet- 9 through wire 7S, contact 82, armature 76, and wire 77 which latter shunt would be closed by the car passing on to insulated track section 2 so as to keep magnet 9 de'e'nergized until the lastl wheels hare passed beyond section 2. lt will thus be seen that when a car traaels into the block at station A,'the setting inagnet. 8 only is deuergized and when a car travels out of the block at station A, restoring magnet 9 only is denergized. At station B. restoring magnets 16 and 11 are similarly arranged and connected. The shunt circuit for magnet l0 is through wire S4, contact 85, armature 86, and wire 87 to track section The shunt circuit t'or recnnti'nues to dcnergize magnet 10 through shunt circuit from contact 85 to contact 92, armature 90 and Wire v91. iVhen a car runs out of the block station B and enters on track sectioni, it closes the shunt around restoring magnet 11 through wire 88, armature 90 andwire 91. This denergizes magnet 11 and causes its armature to make connection with contact 93, which is connected with contact 89 of armature 90, so that the shunt circuit around ii'iagnet 11 is continued from contact 89 through contact 93. armature 86 and Wire 87. Hence, when this car passes on to track section it keeps magnet 11 shunted until the last car wheels have passed beyond section from each other.

The controller or step-by-step mechanism 6 includes a toothed wheel 94, one-half of whose teeth face in one direct'icn and the other half in the other direction. This wheel 94 carriesan arm provided with insulated contact'tingers 01 and 30. Finger 61 moves over segmental contacts (i2 and 95 insulated Finger 36 moves over segmental contacts 37 and 96 insulated from each other. then magnet 14 is energized,` its armature engages with the teeth on one side of the wheel to move it tothe left.

` WVhen magnet 15 is energized, its armature engages with the teeth on the opposite side of the Wheel to move it in the opposite direction. The controller or stepby-step mechanism 7 is similarly constructed and arranged.

v The details of these mechanisms may be variously modified. l

The system will be best understood by a .description of the operation of the, circuits in connection with a passing can-which will be now set forth. Assuming that the system is in normal condition with the. signals showv mg safety atboth ends of the block, when a car enters the block at A, it tirs*` passes on ,to track section 9. thereby shunting setting magnet S and it continues to shunt this 1nagnet until it has passed beyond track section 3 and without operating restoring magnet 9. This shunting of magnet H drops its several armatures including armature 97. rlhis closes the circuit thr'ough controller setting magnet. 14 as followsg-froin feed wire through wire 1S. resistance 9S. wire 99. r rmaiure 100, wire 101. magnet t4. wire 102. armature 97Qarmatnre 10ft, to common rei tui'n wire '25. A\rmaturc lbt) is therebv lifted to turn wheel Hl one r-tep so as to more linger til nll'ofcoo1-icl V'.' and nr to "onlin-l. Sii. and .so .is to more linger l' oll' ol' contact 37 olito contar-I 943.. when linger "-l moved yto common return wire 25.

ofi' of contact 62, it broke the normally Vclosed circuit through white safety lamp 1V, heretofore traced. 'hen it moved on to contact 95, it. closed at that point the ,circuit through the green caution lamp G as follows ;-from feed wire 1, through wire 18, i

resistance 58, wire 59, wire 00, finger (i1, contact 95, wire 104 through green lamp G This 'changes the signal indication from safety to caution. iVhen finger 36 made connection n-'itli,'coii tact 96, it connected circuit wii'e 33 through wire 105, resistance 100 to common return wire 25, thereby continuing to keep magnet 12 energized. When finger 36 ,moved oit' of contact 37, and thereby broke the normally closed line setting circuit through magnet 13, heretofore traced, it denergized magnet 13 causing ity to drop its several armatures. Then armature 7:2 dropped, it broke at that point the normally' closed signal circuit through the white safety lamp TV1, heretofore traced. lVhen armature 107 of magnet 13 dropped, itclosed at that point the nors. mally open circuit through the red langer lamp R1 as follows ;--'from feed wire y1,

through wire 49, resistance (5G, wire v6i',

armature 107, wire 108, lamp R to common return wire 46, This changes the signal indication at station B from safety to danger so as to Warn a car from entering the block at B. When the car reaches the exit -eiid of the block at B and passes on to track section 4, it closes the shunt around restoring magnet 11 and continues to shunt this magnet when it is on track section 5 and without operating setting magnet ,10, as .heretofore described.. lhen restoring magnet 11 isthus denergized, it drops its several armatures. 'hen its armature 109 drops, it closes at Athat point the circuit through controller restoring magnet 15 as followsg-froni feed wire 1, through wire 18, resistance. 110, wire 111, armature 11;. magnet 15, wire 113,-

arinatnre 109, armature 1'1-1 to common re? turn wire 46. This cnergizes magnet 15 which lifts its armature to step back-.the wheel 94 to its normal position, thereby closing at finger lil the normal circuit through the white safety lamp 'W and also at finger 37 closing the normal circuit through magnet 13. 'It is to be noted that magneti?) is encrgized as soon as the car passes on to insulated section 4 but that magnet 13 is not energized until the car passes beyond insulated section 5 which permits restoring magnet 11 tobe come reenergized and close the break'at armature -13 in the line circuit of magnet l y t l 13. hen magnet 1.5 is thus again encrgized, it lilts up its armaturestherein' breaking at armature 107 the circuit througbi'he i'cd lamp lt. and therein1 closing at armature 42 the normally closed circuit through while lanip Thus, the signals and circuits are restored to their normal-condition. If a second car following the first enters the block at A, it will know that that block is occupied by a car running in the same direction because of the caution indication of the lamp (i. This followingr car will not alter the 'Signal indication at either end of the block.

It will do no more than energize magnet 1,4 thereby stepping around one more Step the fingers (il and 8G. This movement of the fingers does not change the circuits because the fingers continue to more around on the contacts 95 and 96 and they move around one step on these contacts for each car following the first into the block. lVllen the first of these several cars occupying the block passes over the insulated track sections l and 5, it closes the circuit through magnet 15 and thereby moves the fingers G1 and 36 back one step toward normal position. But it does not change the condition of the signals. The signals remain in the condi- `tion to which they were set by the first car entering the block until the last car passes on to track sections 4 and 5 and causes magnet 15 to move the fingers back the last step into their normal position whereupon the signals atboth ends of the block are restored to normal condition.

It will be noted that when magnet 1t was energized, it broke its circuit, heretofore i traced, at controller 100. The magnet is kept energized, however, through a branch path, from resistance 98 through resistance 115, wire 11G, through magnet 14 and as before. Resistance 115 is introduced into this path so as to choke ofl part of the current after the magnethas lifted its armature, less current being required to hold the armature up than to initially lift it. In the same \.'a v. when magnet 15 has been energized to lift its armature 112 and t-hereby break its circuit, heretofore traced, through armature- 112, it is kept energized through another Y path which includes resistance 117, wire 11S to magnet 15.

lVhen a car passes through the block from 'B to A, it operates the circuits :unl-signals corresponding to those above described with reference to a car traveling from A to li, the cil'cuits and devices at station li having the'same arrangement a'V. the corresponding operation asthose at station A. When a car enters the block at B, it shunts the track setting magnet 1() when it reaches the insulated section 5 thereby dropping the armature of magnet. l0. lhen armaturellt) drops, it energizes magnet lt' through the following circuit;-from feed wire 1.

through wire 49, resistance 120, wire 121, armature 122, magnet 1G, wire 123, armature 119, armature 1&1v to common return 'wire 46. This in oves the controller mechanism 7 to the left one step thereby breaking the ciri cuit through the. lamp Y at fingex 69, and

closing the circuit through green lamp Cil as followsg-f'rom wire (5S, through finger 69, contact- 125, wire 126, lamp G1 to common return wire 10. At the same time, finger '40 is moved from contact 21'.) on to contact 127 so as to keep magnet, 13 energized through the following circuitg-from feed wire 1, through wire 12H, finger 40, wire 41, and as heretofore traced through magnet 13. lVhen finger 10 broke connection with contact 39,

it broke atl this point the circuit through magnet 12 which is normally included in the line circuitI with magnet l?, as heretofore described. and its armatures drop. When armature 61 drops, it breaks at that point the normal cir cuit through lamp ll'. 'hen armature 129 drops, it closes at that point the circuit through danger lamp It as follows;-from resistance 58, through wire 59, armature 129, wire 130, lamp R to common return wire 25. Thus caution indication is set behind the advancing car and danger indication set at thelfarther end of the block.

lV hen the car passes out of the block at A, it shunts restoring n'iagnet 9 when it reaches track section 3 and causes it. to drop its armatures. 'hcn armature 131 drops, it closes at that point the circuit through 'magnet 17 as follows;-from feed wire 1, through resistance 132, Wire 133, armature 134, magnet 17, wire 113, armature 131, armatufe 154, to common return wire Magnet 17 lifts its armature so as to move lthe controller mechanism 7 back one step to its initial posit-ion, thereby denergizing caution lampGr.l `and energizing safety lamp '1 at station l5. Finger 40 again makes contact with contact 39 and closes the normal line circult at that point through magnet 12 which litts its armatures so that armature 19.9 breaks the circuit through the danger lamp lt and armature 61 closes the normal circuit through safety lamp W. lt two or more cars running from l to A occupy the block siumltaneonsly, the first car into the block Sets the signals and only the last car out ot' the block restores the signals to normal condition. This is accomplished in a way corresponding to that heretofore described with reference to several cars .sinmltal'ieously occupying the block and running from A-to B. Resistance 135 and wire 136 are connected in the same way w'th magnet 17 and for the same purpose as resistance 117 and wire 118 are connected with magnet 15. Resistance 137 and Wire 13S are connected in the same way with magnet 16 and for the same purpose as resistance 115 and wire 11G are connected with magnet 14. f

139 and 140 are stops to limit the movement ot' the mechanisms 6 and 7 to the right.'

The circuits are arranged so as to prevent derangem'mit of the systemin case current Magnet. 12 is thus denergized los i in the feed wire is interrupted bv accidentor otherwise and then again established. An occurrence lof this character has no elicct upon the signals whether a train is in the block or not. In this connection, it is to be notcd thattlie track magnets and the line magnets have a predetermined sequence of operat-ioii. Magnet 12 when once denergizcd mustbe rener'gized through the cir cuit which includes armatures 30 and 3l controlled respectively by magnets 8 and 9. Hence, magnets8 and 9 must bc. energized before magnet 12 can be renergized. Magnet 12 is therefore controlled by magnets 8 and 9. Again, when magnet 8 has once been denergized, it must be renergized through the circuit which includes armature 24'controlled by magnet 9. Hence, magnet 9 must be energized before magnet 8 can be renergized, this latter magnet being controlled, therefore, by magnet 9. Hence, when these three magnets have once been denergized, they must be renergized in the sequence of magnets 9, v8 and 12. In the same Way-and for the same reason -when ma nets 10, 11 and 13 have been denergized, t ey must be rcner ized in the sequence of magnets 11, 10 an( 13, magnets 10 and-11 controlling magnet 13, and magnet -11 controlling magnet 10. j

Supposingnow while the block is clear,

the current in the feed wire is interrupted as another similar contact rail located at the -at the power station or through a break in the Wire. This interruption of current devencrgizes all the track magnets and the two line magnets so that they all drop their armatures. When the current is again established, these magnets are again energized and pick up their various armatures. This occurrence does not affect magnet 14 because the dropping` of armature 97 to close the circuit of magnet 14 would he simultaneous with the dropping of armature 103 to break this same circuit, and armature 97 again picks up to break this circuit before armature 103 picks up to close it. Furthermore, the dropping of armature 131 to clos the circuit of magnet 15 would be simultaneous with the dropping of armature 154 to break this saine circuit, and armature 131 again picks up to break this circuit before armature 154 picks up to close it. In the same way a make and break in the feed wire would not affect magnets 16 and 17. Magnet 16 would not be affected because armatures 124 and 119 would drop simultaneously when the feed wii'e broke, andV when it was again made, magnet 10 would break at armature 119 the circuit of magnet 1G before mugnet 13 could close this circuit atarmature 124. Magnet 17 would not be affected because armatures 109 and 114 would drop simultaneously when the feed wire'broke, and when it was again made,- magnet 11 would break at armature 109 the circuit of magnet 17 before magri ture 114 to close this circuit. Magnets 15 and 17 both have their negative sidesconnected to the common return wire 46 so that both magnets are thus protected against being energized through this return path from the false operation under discussion by the arrangement of 'armatures 109 and 114. Magnets 15 and 17 also have both of iheir negative sides connected to coinmonrcturn wire 25 through armatures 131 and 132. and since the former must open before the latter can close -in the condition under discussion, both magnets are prevented fromoperation through this return path. If the circuit of the feed Wire was interrupted and then reestablished while a train Was occupying the block, the result would be the same.

The system has provisions for automatically stopping the car when it enters the block at a time when the block is dangerous as, for example, when itis occupied by a car et 10 could liftarmarunning in the opposite direction or when the signal system isderanged and the controller setting magnets 14 and 16 refuse 'to 4 work. These scribed.

141 is a contact rail located alongside of the track near one end of the block and conprovisions will now be denected through Wire 142 and armature 143 Armature with the common return wire 25.

143 is operated by the magnet 14.

opposite end of the block and connected by wire 145 and armature 146 with common rcturn Wire 46. A car running on the track has its trolley 147 connected through a stopping magnet 148 with the contact shoe 149. Magnet 148 controls the brake mechanism of the car as by means of a valve 150. The contact rails 141 and 144 are located on opposite sides of the track and the contact shoe 14!)V is carried oo one side of the car so that the shoe makes connection with a Contact rail` only as a car enters the block. As the car leaves the block, its shoe and the contact rail at that end are on opposite sides of the track and could not makecontact. The contact rail 141 is so located with respect to the insulated sections 2 and 3 that the car enters on section 2 before the shoe makes connection with rail 141, and so that the shoe leaves rail r141 before the rear wheels have passed off of section 3. The contactrail 144 is siinilarly located with respect to the insulated,

sections 5 and 4. Suppose now a car has eflte-red the,block from station B. entered the block, it broke at controller 7 the line circuit through magnet 12 thereby deenergizing it and droppingits armatures. 'hen armature 103 dropped, it made a break in the circuit of magnet 14 for station A. If now a second car enters the block from station A, its contact shoe 118 makes connection with rail 141 and closes the following circuit As the car tlnongh stripping magnet 148 ;-from trolley wire 151, through trolley 147, magnet 14S, shoe 149, contact rail 141, wire 142, armature 143 and common return wire 25. Magnet 148 is thus energized to slop the car, armature 1431 remaining down because the circuit of magnet. 14 was broken at aiinatnre 103. ln the same way, this second car would be stopped if, for any other reason, magnet 1l failed to become energized as, for example, by an interruption of the current in thc feed wire or in the circuit of this magnet. ln the saine way, a car entering the block at B would be automatically stopped if a car had previously entered thc block troni or it' magnet 16 was not properly operated by a car entering at B. lf the block is clear and a car runs into the block or a second car ollows the first car into the block, both entering-at the saine end, neither car operates its stopping magnet, as 11S, because each car energizes the controller settinnr magnet at that end of the block, as 14, and opens the stopping circuit before its shoe, as 14S), reaches the stop ail, as 111, and holds itopen till said shoe has passed beyond the said sto-p rail. I

Provision is also made in this .system to prevent a shock ,being received by atrackman or other person who might connect insulated rail sections 2 or 5 with the return rail on the same or opposite side of the track ata time when the common return wire happened to be broken between the track magnets and the rail. This is done by providing leakage paths 152 and 153 from these insulated track sections to the return track rails so that such leakage paths would constitute a shunt aroiiml the body of the per` son. For example, suppose the connnon rctnrn wire 25 should be. broken between the 4track rail and magnets S and 9. These magnets would be denergized and current would flow from the feed wire through wire 18, resistance 26, wire 'i' 8, contact B2, armature 76, wire 77, rail section 2 and leakage path to return rail. If it wei'e not for this leakage path, the main portion of this current would flow from sect ion 2 through the persons body to the return i'ail. ln the same way, if the common return rail 46 at station l should be broken between the rail and the track magnets, then current would ftow from wire 49, through resistance 56, wire 8S, contact 93, armature` 86, wire 87, rail seetion 5, through leakage path to return rail and thus' pass around the body of a pei-son who might at this time be connecting rail section 5 with the return rail. 'lhere would be no danger under the conditions described if the peisons body should connect the rail section 3 with the return rail because at this time the. circuit between wire 1S and rail section 3 would be broken at armatures Q1 and Q4. The saine thing. would be true with reference to rail section 4 for corresponding reasons. The leakage paths described have, of course, a high resistance and such as would in no way interfere with the proper workingr ot the system or add materially to its cost of operation. uit the 'sistance would be considerably less than the body of a human being. The leakage paths 152 and 155i may be provided b v utilizing artificial rcsistances oi' they may be provided by ntilizing the track bed itself.

'hat is claimed and what is desired to be secured by United States Letters latent is l. lin a block signaling system the combination of a setting track magnet and a restoring track magnet, both normally energized; a shunt track circuit for each inagriet, said shunt circuits being connected with insulated track sections at opposite ends of the block for operation by passing cars, said insulated track sections being excluded from the energizingcircuits for said magnets; and a signal circuit controlled by said magnets` Q. ln a block signaling system the combination of a setting track magnet. and a restoring trackv magnet located at opposite ends ot' a block and normally energized; a shunt track circuit for each magnet. said shunt circuits being connected with insulated track sections at opposite ends of the block for operation b v passing cars; and signaling means operating to change the signal indication thereof when said shunt circuits are operated. v

3. ln a block signaling system thc combinatio. of a setting track magnet and a restoring track magnet located at opposite ends of a block: a shunt track circuit fori cach magnet, said shunt circuits being coilncctcd with insulated track sections at opposite. ends of the block for operation by passing cars. said insulated track sections heilig excluded from the energizing circuits for said magnets; and signalin' means located atfthe cntering'end of the block operating to change the signal indication thereof when said shunt circuits are operated.

l. ln a block signaling system the comblnation of a setting tract magnet and a restoring ti'ack vmagnet located at opposite ends of a block and normally energized; a shunt track circuit for each magnet, said shunt circuits being connected with insu-. lated track sections at opposite ends of the block for operation by passing cars; and sig nalsl located at opposite ends of the block opeiating to change the signal indication thereof when said shunt circuits are operated.

5. ln a block signaling system the combination of a setting track magnet and a restoring track magnet located at opposite ends of a block and normally energized; a 'shunt track circuit for each magnet, said shunt circuits being connected with 'insulated track sections at opposite ends of the l l ends of a block and normally energized; a`

block for operation bypassing cars; andsignais located vat opposite ends of the block and arranged to be set to indicate block occupied by the operation of the settilug track magnet and to be restored to normal by the operation of the restoring track ma et.

in a' block. signalin system the combination of a setting trac magnet anda restoring track magnet located at opposite shunt track circuit for each magnet, said shunt 'circuits being connected with insulated track sections at opposite ends of the block for operation by assing cars; signals located at opposite en s of the blockand arranged to be set to indicate block occupied by the' o eration ofthe setting'track magnet and to e restored to normal by the operation of the .restoring track magnet; and an intervening circuit controller controlled by said magnets and itself controllingsaid signals.

" 7. ln a block signaling system the combi` nation of a setting track magnet and a restoring' track magnet located at opposite ends of a block and normally energized; a shunt track circuit for each magnet, said shunt circuits being connected with insulated track sections at opposite ends ofthe block for operation by passing cars; and

- signaling means at opposite ends 0f the block arranged to indicate safety, caution and danger, said signaling means being normally at. safety and arranged to be set by the operation of the setting track magnet to indicate caution at the entering end of the block' and ilangcr at the exit endot the block. and to be restoreit'to normal by the cperation of the restoring track magnet.

8. 'ln a block signaling system 'the combination of a setting track inag'uet and aY restoring ,track magnet located at opposite ends of'a block and normally energized; a. shunt track circuitfor each magnet, said shunt-circuits being connected with insulated track sections at opposite ends ofthe block for operation by passing cars; signaling means at opposite ends of the block arranged to indicate safety, caution anddaugcr", said signaling means being normally at safety and arranged to be set bythe o eration of the setting track-magnet to iii icatc caution at the entering end of the block and danger atthe exit end of the block, and to be restored to normal by the o eration 'of the restoring track magnet; an ari-'intervening step-.by-step I nechanism controlled ivy lsaid magnets and itself controlling said signals. LS). In a natjonof iis'opairs of setting and restoring trac-lx magnets, one pair at each endof the block, said magnets being normally A energized; a shunt track circuit foreach magnet,

block signalingisysteni, th com bi- 4 tion by passing cars, said insulated track sections being excluded from the energizingA circuits for said ma opposite ends of the b ock controlle magnets.

ets; -and signals at by said 10. In a block' signaling system, the com- A bination of two pairs of setting and restor` ing track magnets, one pair at each end of the block, said magnets being normally energized; a shunt track circuit for each inagnet, the shunt circuits for said pairs of magnets being connected with insulated track sections at opposite ends of the block for operation by passing cars; and signals at opposite ends of the block arranged to be set to indicate block occupied by the o erationV of a settinor track magnet and t0 restored to normal corresponding restoring track magnet.'

11. In a block signaling system, the combination of two pairs of setting and restoring track magnets, one pair ateach end of the block, said magnets being normally ven by the operation of its ergized; a shunt track circuit for eacli mag net, the shunt circuits for said pairs of magnets being connected with insulated track sections at opposite ends of the block for o peration by passing cars; signals at opposite ends of the block arranged to beset to indicate block occupied by the operation of a setting track magnet and to be restored to normall by the operation of its corresponding restoring track magnet; and an intervening.

step-by-step mechanism for each endof the block each of which' is controlled by a setting track magnet and a restoring track niag-A net at opposite ends of the block and each operating to set signals at opposite ends of the block.

12. In a block signaling system, the combination of two pairs of setting andV restoring* track magnets, Aone air at-each end Aof the block, said magnets eing normally en- 1 ergized; a shunt track 4circuit for. each magnet, the shunt circuits for said pairs of imag.

nets being connected with insulated track .i

sections at opposite ends of the block for o p'f eration by passing cars; the shunt track cir-4 cuitfor each of saidrestorin .track magnets i v beinv controlled by its a )acent settingtrac magnetyand signals at opposite ends' of the blockcontrolled by said magnets. 1.3. In a block si bination of two pairs of setting -and restoring track magnets, one pair at each end of the block. saidmagnets being normally en ergized; a shunt track `circuit: for each magaling system, the 'comnet, the Shuntcircuits for said pairs of magnets being connected with insulated track sections at opposite ends of the block for operation by passin cars, the shunt track cir-- cuit foreach of sind restoring track magnets ,being controlled by its adjacent setting track magnet; and signals at opposite ends of the block arranged to be set to indicate block occupied by the operatioirof a setting track magnet and to be restored to normal by the operation of its corresponding restoring trae-k magnet.

14. In a block signaling system, the combination of two pairs of setting and restoring track magnets, one pair at each end of the block, said magnets being normally energized; a shunt track circuit foreach magnet, the shunt circuits for said pairs of magnets being connected with insulatedtraek sections at opposite ends of the block for operation by passing cars, the shunt track cir-v cuit for each of said restoring track magnets being controlled by its adjacent setting track magnet; signals at opposite ends ol' the block arranged to'be set to indicate block occupied by the operation of a setting track magnet and to be restored to normal by the operation of its corresponding restoring track magnet; and au intervening stepby-step mechanism for each end of the block each of which is controlled by a setting track magnet and a restoring track magnet at opposite ends of the block and each operating to set signals at opposite ends of the block.

15. In a. block signaiing system, the coinbination of two pairs of setting andV restoring track magnets, one pair at each end of the block, said magnets being normally energized; a shunt track circuit for each magnet, the shunt circuits for said pairs of magnets being connected witlrinsulated track .sections at opposite ends ofthe block for operation by passing eats, the shunt track circuit. for each of said setting track magnets being eontrolledjiy its adjacent rectoring track magnet; and signals-at opposite ends of thtl` block controlled by said magnets.

1G. In a block signaling system, the combination ot' .two pairs et setting and restoring track magnets, one pair at cach end of the block, said magnets heilig normally cliergized, a shunt trak circuit for each inagnet. the shunt' circuits for said pairs of magnets being connected with insulated track sections at opposite ends of -the block for o )mation by passing cars, the shunt track circuit fmneach of said setting track mag-1 nets being controlled by its adjacent restoring track magnet; and signals at opposite vends ot"the block arranged to be. set to indicate block occupied b v the operation of a setting track juagnet and to be restored to normal by the operation of its corresponding restoring track magnet.

1T. In a block signalingvsxistem, the coinbination of two pairs of setting and restoring track magnets, one pair'at veach end of the block, said magnets being'normallyenergized; a shunt track circuit for each magnet. the shunt circuits for said pairs of magnets vbeing connected with insulated track sections at opposite cnfls of the block for operation by passing' ears. the shunt track circuit for cach ot' said setting 't rack magnets heilig controlled by its adjacent, restoring track magnet: signalsI at opposite ends ol the block arranged to be set to indicate block occupied by the operation of a setting track magnet and to be restored to normal by the operation of its corresponding restoring track magnet; and an interveningr stcp-bystep mechanism at each end of the block cath of which is controlled by a setting -track magnet and a. restoring track magnetat opposite ends of the block and each operatingr to 'set signals at opposite ends of the block. v-

lS. I n a block signaling system, the combination of two pairs ot' setting and restoring track magnets, one pai at each end of the block, said magnets beingr normally encrgized; a. shunt track circuit for each magnet, the shunt circuits for said pairs of magnets being connected with insulated track sections at. opposite ends ot' the block for operation by passing cars, thc shunt track 'circuit for each of said restoring track magnets being controlled b v its adjacent setting track magnet and the shunt trackcircuit for each of said setting track magnets being controlled by its adjacent restoring track magnet.; and signals at opposite. ends of the block controlled by said magnets.

19. In a block signaling system, the conlbinatiou of two pairs ot' setting and restoring trac-k magnets, one pair at each ond of the block, said magnets being normally energized; a shunt track circuit t'or each magnet, the shunt. circuits -tor said pairs of magnets being connected with insulated track sectimls at opposite ends ot' the block for operation by passing cars. the shunt track circuit for each of said restoring track magnets being controlled by its ad jacent setting track magnet and the shunt circuit for each of said setting track 'magnets' being controlled by its adjacent restoring track magnet; and lsignals at oppositecnds ot the. block arranged to be set to indicate block occupied by the operation ota setting track magnetv and to be restored to normal by the operation of its correspomling restoring track magnet. 20. In a block signaling system, the combination ot' two pairs-ot setting'and restoring track magnets. one pair a'tfeach end ot the block. said magnets being 'normally energized: a. shunt track circuit'. tor each' magnet, the shunt circuits for said pairs of magnets being connected with insulated :track scctions at opposite .ends of the block for operationby passing cars; the shunt track circuit; foiT each ot said restoring.track magnets being controlled .by itsladjacent setting track magnet andthe shunt track circuit for each lll."

of said setting track magnets heilig conv trolled by its adjacent restoring track magnet; signals at. opposite ends of the block arrarwed to be set to indicate block occupied by the operation of a setting track magnet and to be restored to normal b v the operation of its corresponding restoring track magnet; and an intervening .step-bystep mechanisinfor each end of the block each o't' which is controlled by a setting track magnet and a restoring track magnet at opposite ends of the block and each operating to set signals at opposite ends ot the block.

21. In a signaling'system for rail 'ays the emnbination of two track magnets; and a shunt circuit. for each magnet operated by a car, each magnet controlling the shunt circuit of the other magnet, whereby only one of the two magnets is operated by a car moving in one direction.

22. In a signaling system for railways, the combination of two track magnets; and a. shunt circuit for each magnet operable by a ear, .said .shunt circuits heilig connected with separate insulated track sections, and each magnet controlling the .shunt circuit of the other magnet. wlxexeby only one of the two magnets is operated by a wir moving in one direction.

In a block signaling system for railways, the combination of signaling means at opposite ends ofthe block adapted to indicate satcty, caution and danger; a line circuit mcluding two magnets, one for each end oi' the block and cach controlling the .safety and danger indications of the signaling means ai its end of the block; a step-by-step mechanism for each end of the block each such mechanism controlling the safety and caution indications at its end of the block and also the line circuit magnet .for the other end of the block; and means operable by passing ears for operating said step-by-step 'mechanlsm.

24. In a block signaling system for railways, the combination of signalling means at opposite ends of the block adapted to indicate safety, caution and danger; a line circuit including two magnets, one for each end of thi.` block and each controlling the safety and danger indications of the signaling means at its end of the block; a step-by-step mechanism for each end of the block, each auch mechanism controlling the safety and caution indications at its eml ot' the block and also the line circuit magnet for the other end of the block; and means operable by passing carsl for operating said step-by-step mechanisms. each step-by-step mechanism being operable to change the .signals by only7 the tirst of several cars to simultanemisljt` occupy the block and which enter the block, at the .same end, and being operable to rcstore .said signals bv only the last of said ears to lea vc the block.

l l l 25. ln a block lsignaling system for railways. the combination of .signaling means at opposinends ot' the block; a line circuit including two magnets, one for each end of the block andeach operable by an entering car at the opposite end of the block te change the signal indication at. said magnets end of the blot-k; a step-by-step mechanism for each end ot' the block controlling the line circuit magnet for the opposite end of the block; and means operable by cars moving into the entering end of the block for operating the step-by-'step mechanism for that eml of the block.

2o. In a block signaling system for railways, the combination of signaling means at opposite ends of the block; a line circuit including two magnets, one for each end ot' the block and each operable by an entering car at the opposite end of the block to change the signal indication at said magneti end of the block; a .step-by-.step mechanism t'or eat-h end ofthe block controlling the line circuit magnet tot' the opposite end of the block and also the signaling means at its end of the block; and means operable by cars` moving into the entering end ot' the block .for operating-the step-by-step mechanism for that end ot' the block.

Ji'. In a bloei: signaling system for railways. the combination of .signaling means at opposite ends ol' the block; a line circuit including two niagmts. one for each end ot' the block and eael. operable ln' an entering ear at the opposite end of tllevblocli to change the .signal indication at said magnet end of the blot-lq: a step-by-step mechanism to:- t-:u-h end of the block controliing1 r the line circuit magnet for the opposite end ot' the blot-k: means operable by earsv movinginlotheentering end ot" tlzeblocli for operating the stepb.\'-tep mechanism for that end of the block: and means' operable by ars moving out-ot' the exil end ot' the block for restoring .said tep-l v-stepv mechanism at the enteringr end ol' the block.

2h. ln a bloc-lt signaling system for railways. the combination of .signaling means` at opposite ends of the bloelt': a line ei.- euit-inelmling two magnets. one for each end at' the block and cach operable by an enterin r far at the opposite end ot' the block to change the .signal indication at said magnet'.` eral of the block: u step-l \'step meeh- -anism for each end of the blot-l; controlling the line ciruit magnet for the opposite end .it the block andvalso the signaliner means at its end of the block: meansoperaole by ears.

tin-ring into the entering end of the block` for operating the stepb v-.-tep mechanism t'f-r that end of the bloeit;l and mean. operable b r ears moving ont ot' the exit end e1' the block for restoring said step-b v-step ineebanism at the enferme end of the block.

25|. ln .-i bloel; signaling system for railways, the combination of signaling means atopposite ends of the black; a line circuit including two magnets7 one for each end of the block and each operable by an entering car at the opposite end of the block to change the signal indication at said niagnets end ofthe block; a stepbystep mechanism for each end ofthe block controlling the line circuit magnet for tlnl opposite end of the block; means operable by ears nioving into the entering end o1' the block for operatin, f the step-by-step mechanism for that end of the block; and means operable by cars moving out, of the exit end of the block for restoring said stepbystep mechanism at: the entering end of the block. each step-by-step mechanism being operable to change the signals by only the first of several cars to simultaneously occupy the block and which enter the block at tbe same end, and being operable to restore said signals by only, the last of said cars to leave the b ook.

30. In a block signaling system for rail-v waysv` the combination ot' signalingv means at opposite ends of the block: a line circuit including two magnets, one. for eacli end of the block'and each operable by an entering car at the opposite end of the block to change the signal indication at said magnet's end' of the block; a step-by-step mechanism for cach end of the block controlling the line circuit magnet for the opposite end of the block and also the signaling means at its end of the block; means operable by cars moving into the entering end ol the block l'or operating the step-by-step mechanism for that end of the block; and means opi-rable by cars movirg ont of the exit cnil of the block for restoring said .step-by-.stcp mechanism at the enteringr end of the block, each step-by-step mccl'ianism being operable `to change the signals by only the lirst o1' several cars to simultaneously orcupy tiie block and which enter the block at the saintl end, and being operable to restore said site nals bj; only the last ol' said cars' to leave the block. Y .f I v 3i. lfn a block signalling .system t'nr railway#t the combination ol' si; (naling means at opposite ends ol' the lili-rk; a liniciri-nil iui-lufliiig two magnets, one. for carb i-ii'l ol tlublock and each operab'li=` by an entering-rar :it lluopposite nml of the block to change tlii signal indication at `aiil iiiagnet's i-nil ol' thiblocli; a step-by--sti-p mechanism l'or each i-inl ol' the block controlling tliiline circuit magnet l'or tln` opposite cnil ot' the block; and mi'an` operable by cars moving into the entering end of the block for operating the .step-by `iep mechanism for that end ot' the blorl.. `Vaiil means including a track magnetl having:l a normally open track shunt circuit arranged lto be f-loseil lilV saitl rai.

` 3i?. In a block signaling system for railways, the combination of signaling means at opposite ends of the block; a line circuit including two magnets, one for each end of the block and each operable by an entering rar at. the opposite end of the block to rliange the signal indication at said inagnets end of the block; a step-by-step mechanism for each end of the block controlling the line circuit magnet for the opposite end of the. block; means operable by cars moving into the entering end of the block for operating the step-b v-step mechanism for that end of the block; and meansoperable by cars moving ont of the exit end of the block for restoring said step-by-step mechanism at the entering end of the block, each of said means int-hiding a track magnet having a normally open track shunt; circuit; arranged to be closed by said car.

In a block -signaling system for railways, the combination of signaling means at opposite ends of the block; a line circuit including two magnets, one for each end of the block and each operable by an entering car at the opposite end ot' the block to change the signal indication at said magnets end of the block; a stcp-by-step mechanism for each end of the block controlling the line circuit magnetl for the opposite end of the block; and a pair of setting and restoringr track magnets at each end of the block, eaeli magnet having a normally open shunt circuit arranged to be closed by a passing car, :mil the shunt circuitI of each magnet of a pair being controlled by the other magnet. of .said pair.

34. In a signaling system for electric rail- '\\.i.ys. the combination of a track magnet and circuit therefor; a shunt circuit, forsaiil naignct, including an insulated rail section and the return conductor and adapted to be closed by a passing car lto operate said magnet and a leakage path connecting sairl inlsulated rail section and the returnconductor.

37. ln a block signaling system, the coinbinaiion of signaling means `for each ond of the block; a controller at; each end of the block each operable to set the signals at both ends ol' the block; a restoring,r magnet for each controller, each of said restoring inagnits beingr operable by a car leaving the block at either cnil, \\liei'eby a car may leave the block at either end and restore the signal.` atboth cnils to normal; and track circuits for actuating said controllers.

ln testimony- .rhereol. we have signed our naines to this spccilication. in the presence ot two .subscribing ii'itncsses.

' WILLIAM l". )lllSUllllNMtlbllll.y

eiiilis ii. in'xsiiia. Witnesses:

linvi'ini'i: Mi nvls, Ina (l. (lrlrniiomc. 

